JP6332204B2 - Vehicle neutral control device - Google Patents

Description

  The present invention relates to a neutral control device for a vehicle.

  A vehicle such as an automobile has a torque converter coupled to an output shaft of an engine, and a transmission mechanism coupled to an output side of the torque converter and including a plurality of frictional engagement elements such as a clutch and a brake. It is generally known that an automatic transmission is mounted that selectively engages frictional engagement elements to achieve a plurality of shift stages having different reduction ratios.

  For vehicles equipped with an automatic transmission, when the accelerator pedal depressing operation is performed after the forward travel range (D range) is selected, the brake pedal depressing operation is performed, and the vehicle stops in the forward travel range. Usually, the engine stops while idling.

  If the engine stops and the output side of the torque converter connected to the input shaft of the speed change mechanism is stopped, the input side of the torque converter connected to the output shaft of the engine will rotate. As a result, a slipping state occurs and the engine is loaded by the viscous resistance of the fluid filling the torque converter, resulting in a deterioration in fuel consumption.

  On the other hand, when the vehicle stops in the forward travel range, at least one frictional engagement element that is fastened at the first gear stage at the time of starting provided in the speed change mechanism is automatically set to the slip state or the released state so that the speed change mechanism is automatically neutralized. It is known that the neutral control to bring the engine into a state reduces the load on the engine and improves the fuel consumption.

  For vehicles that perform neutral control when the vehicle is stopped in the forward travel range, when the brake pedal is depressed and then the accelerator pedal is depressed, the neutral control is terminated simultaneously with the brake pedal depressing operation. If the engagement control of the frictional engagement element that has been brought into the slip state or the released state at the time of stopping is started, the engagement of the frictional engagement element can be completed before the accelerator pedal is depressed. The vehicle can start at the same time as the operation, and a good start response can be obtained.

  On the other hand, a vehicle having a brake hold control function for holding the braking force of the vehicle when the brake pedal is not depressed after stopping is known. In this brake hold control, the holding of the braking force of the vehicle is released when the accelerator pedal is depressed.

  Also known is a vehicle that performs the brake hold control in a vehicle that performs neutral control when the vehicle stops in the forward travel range. For example, Patent Document 1 discloses a vehicle that performs neutral control and brake hold control in parallel. Is disclosed.

  In the vehicle described in Patent Document 1, the neutral control and the brake hold control are performed when the vehicle is stopped, and the accelerator pedal is depressed to finish the neutral control and the brake hold control, and start. In this case, the throttle valve is gently opened regardless of the amount of depression of the accelerator pedal, and the engine output torque is gradually increased, so that the shock due to the engagement of the friction engagement element at the end of the neutral control is suppressed. ing.

JP 2008-126933 A

  In this way, when performing brake hold control in a vehicle that performs neutral control when the vehicle is stopped in the travel range, when neutral control is terminated with a brake pedal depressing operation as in the case of performing only neutral control, the vehicle is stopped by brake hold control. Since the fuel efficiency improvement effect by the neutral control cannot be obtained while the brake pedal is depressed, the neutral control is continued even after the brake pedal depressing operation, and the neutral control is terminated when the accelerator pedal depressing operation is performed and the slip state is reached. The fastening control of the predetermined frictional fastening element that is fastened when the vehicle is started is started.

  As shown in FIG. 8, when brake hold control is also performed in a vehicle that performs neutral control when the vehicle stops in the travel range, the vehicle speed is zero at time t <b> 1 and the vehicle is stopped when the vehicle is stopped and started when the vehicle stops in the travel range. Neutral control is performed in which the hydraulic pressure supplied to the predetermined frictional engagement element of the transmission mechanism is reduced to change from the engaged state to the slipped state. Then, when the brake pedal depressing operation is performed at time t2 to bring the brake pedal into a non-depressed state, brake hold control is performed.

  After that, when starting the vehicle by depressing the accelerator pedal at time t3, the brake hold control is terminated, and the neutral friction control element is terminated and the predetermined frictional engagement element that is engaged at the start of the slip state is entered. Fastening control is started.

  However, even if the engagement control of the predetermined friction engagement element that is engaged at the time of start is started at time t3, the hydraulic pressure supplied to the predetermined friction engagement element gradually increases and the response delay T1 is delayed until the supply of the hydraulic pressure is completed. And when the supply of hydraulic pressure to the predetermined frictional engagement element is completed and the predetermined frictional engagement element is engaged at time t4, the vehicle starts.

  As described above, when the accelerator pedal is depressed and started, the accelerator pedal cannot be started until the predetermined frictional engagement element brought into the slip state by the neutral control is engaged. It takes a long time to start, and it can cause deterioration of startability. That is, in the case of a vehicle that performs neutral control and brake hold control, if the neutral control is performed immediately before starting to improve fuel efficiency when the vehicle is stopped, the startability may be deteriorated.

  Accordingly, the present invention is a vehicle capable of suppressing deterioration in startability while maintaining the effect of improving fuel efficiency by neutral control as much as possible when brake hold control is also performed in a vehicle that performs neutral control when the vehicle stops in the travel range. It is an object of the present invention to provide a neutral control device.

  In order to solve the above problems, the present invention is configured as follows.

First, the invention according to claim 1 of the present application is directed to an automatic transmission having a transmission mechanism provided with a predetermined frictional engagement element that is fastened when the vehicle is stopped in the travel range and when starting, and the predetermined when the vehicle is stopped in the travel range. A neutral control device for a vehicle, comprising: neutral control means for setting the speed change mechanism in a neutral state by setting a friction engagement element to a predetermined engagement degree; and a brake hold control means for holding a brake force when the brake pedal is not depressed when the vehicle is stopped. The start prediction means for predicting the start of the host vehicle based on external environment information around the host vehicle related to the start of the host vehicle, and when the start of the host vehicle is predicted by the start prediction means, the neutral e Bei and a return control means for returning said predetermined friction engagement element that is below the predetermined fastening degree to the engaged condition by the control means The start prediction means predicts the start of the own vehicle based on a change from a red signal to a green signal of the traffic light using information on a traffic signal ahead of the host vehicle and information on a preceding vehicle ahead of the host vehicle as the external environment information. In addition, the start of the host vehicle is predicted based on a change from stopping to starting of the preceding vehicle, and the neutral control means sets the predetermined friction engagement element to the first engagement less than the predetermined engagement when the vehicle stops in the travel range. The return control means is based on the change from the red signal to the green signal of the traffic light before the start prediction means predicts the start of the host vehicle based on the change from the stop to the start of the preceding vehicle. When the start of the host vehicle is predicted, the predetermined frictional engagement element that is set to the first engagement degree by the neutral control means is set higher than the first engagement degree. The second control degree is lower than the second engagement state, and the return control means changes the stop of the preceding vehicle from the stop to the start by the start prediction means with the predetermined friction engagement element set to the second engagement degree. When the start of the host vehicle is predicted based on the predetermined friction engagement element, the predetermined friction engagement element is returned to the engagement state .

  The invention according to claim 2 is the vehicle neutral control device according to claim 1, wherein the start prediction means is capable of predicting the start of the host vehicle based on the external environment information. The return control means determines whether or not the start prediction means is capable of predicting the start of the host vehicle based on the external environment information when the vehicle is stopped in the travel range. When the pedal depressing operation is performed, the predetermined frictional engagement element that is made not more than the predetermined engagement degree by the neutral control means is returned to the engagement state.

  According to a third aspect of the present invention, in the vehicle neutral control device according to the first or second aspect, the return control means is configured such that the start of the own vehicle is predicted by the start prediction means. If the brake pedal is depressed when returning the predetermined frictional engagement element, which has been reduced to the predetermined engagement degree or less by the neutral control means, to the engagement state, the predetermined operation is performed until the brake pedal depression operation is performed. Returning the frictional engagement element to the engaged state is stopped, and the predetermined frictional engagement element is set to be equal to or less than the predetermined engagement degree.

According to a fourth aspect of the present invention, in the neutral control device for a vehicle according to any one of the first to third aspects, the start prediction means is a traffic light in front of the host vehicle as the external environment information. And the information on the preceding vehicle ahead of the host vehicle are used to predict the start of the host vehicle based on a change from a red signal to a green signal on the traffic light, and on the basis of a change from the stop to the start of the preceding vehicle. The return control means changes the stop of the preceding vehicle from the stop before the start prediction means predicts the start of the own vehicle based on the change from the red signal to the green signal of the traffic light. When the start of the host vehicle is predicted based on the above, the predetermined frictional engagement element that has been reduced below the predetermined engagement degree by the neutral control means is maintained below the predetermined engagement degree, Proceeds when the starting of the vehicle is predicted based on changes to green light from red of the traffic by the prediction means, characterized in that to return the predetermined friction engagement element to the engagement state.

The invention according to claim 5 is the vehicle neutral control device according to any one of claims 1 to 4 , wherein a predetermined inter-vehicle distance is maintained with respect to a preceding vehicle ahead of the host vehicle. Tracking control means for following the vehicle, and the return control means starts the vehicle by the start prediction means when the vehicle is stopped following the stop of the preceding vehicle by the tracking travel control means. Is predicted, the predetermined friction engagement element, which is made not more than the predetermined engagement degree by the neutral control means, is returned to the engagement state.

  According to the invention described in claim 1 of the present application, when the vehicle is stopped in the travel range, the neutral control for setting the transmission mechanism to the neutral state by setting the predetermined frictional engagement element that is engaged at the time of stopping and at the start of the vehicle to a predetermined engagement degree or less. At the same time, the brake hold control is performed to hold the braking force with the brake pedal not depressed when the vehicle is stopped.

  And, when the vehicle is predicted to start based on the external environment information around the host vehicle related to the start of the host vehicle at the time of stopping in the travel range, a predetermined friction engagement element that is reduced to a predetermined engagement degree or less by neutral control is provided. Performs return control to return to the engaged state.

As a result, the predetermined frictional engagement element that is engaged at the time of start that is reduced to a predetermined engagement degree or less by the neutral control can be engaged before the start operation of the own vehicle is performed by predicting the start of the own vehicle. When brake hold control is also performed in a vehicle that performs neutral control when the vehicle stops at the vehicle, deterioration of startability can be suppressed while maintaining the effect of improving fuel efficiency by neutral control as much as possible.
In addition, the return control is performed when the start of the host vehicle is predicted based on the change from the red signal to the green signal of the traffic signal before the start of the host vehicle is predicted based on the change from the stop to the start of the preceding vehicle. The predetermined frictional engagement element that is set to the first engagement degree equal to or lower than the predetermined engagement degree by the neutral control is set to the second engagement degree that is higher than the first engagement degree and lower than the engagement state. As a result, even when the start of the host vehicle is predicted based on a change from a red signal to a green signal of the traffic light, the host vehicle is not started until the start of the host vehicle is predicted based on the change from the stop of the preceding vehicle to the start. Compared to the case where the predetermined frictional engagement element is set to the second engagement degree lower than the engagement state when the vehicle is predicted to start based on the change from the red signal to the green signal of the traffic light. Thus, deterioration of fuel consumption can be suppressed.
In the return control, the start of the host vehicle is predicted based on the change from the red signal to the blue signal of the traffic light and the predetermined frictional engagement element is set to the second engagement degree. When the start of the host vehicle is predicted based on this, the predetermined friction engagement element is set when the start of the host vehicle is predicted based on the change from the red signal to the green signal by returning the predetermined friction engagement element to the engagement state. It is possible to suppress the deterioration of the startability while suppressing the deterioration of the fuel consumption as compared with the case of returning to the fastening state.

  According to the second aspect of the present invention, the return control is performed in the travel range when it is impossible to predict the start of the host vehicle based on the external environment information around the host vehicle related to the start of the host vehicle. When it is impossible to predict the start of the vehicle by returning the predetermined frictional engagement element, which has been reduced to a predetermined engagement degree or less by neutral control, to the engaged state when the brake pedal depressing operation is performed while the vehicle is stopped In this case, it is possible to fasten the predetermined frictional engagement element that is fastened at the time of starting that is reduced to a predetermined fastening degree or less by the neutral control before the start operation of the host vehicle, and it is possible to suppress the deterioration of the startability.

  According to the third aspect of the present invention, the return control is performed when the brake pedal is depressed when the predetermined friction engagement element that has been reduced to the predetermined engagement degree or less by the neutral control is returned to the engagement state. By stopping the return of the predetermined frictional engagement element to the engaged state until the brake pedal depressing operation is performed, the predetermined frictional engagement element is made to be equal to or less than the predetermined engagement degree. Since the vehicle is not started when the stepping operation is performed, the deterioration of fuel consumption can be suppressed by stopping the return of the predetermined friction engagement element to the engagement state compared to the case of returning to the engagement state.

According to the fourth aspect of the present invention, the return control is based on the change from the stop of the preceding vehicle to the start before the start of the host vehicle is predicted based on the change of the traffic light from the red signal to the blue signal. When the start of the host vehicle is predicted, the predetermined friction engagement element is maintained below the predetermined engagement degree, and the start of the host vehicle is predicted based on a change from a red signal to a green signal of the traffic light. Return the element to the fastened state. Thereby, even when the start of the host vehicle is predicted based on the change from the stop of the preceding vehicle to the start, it is not started until the start of the host vehicle is predicted based on the change from the red signal to the green signal. When the start of the host vehicle is predicted based on the change from the stop of the preceding vehicle to the start, the deterioration of the fuel consumption can be suppressed as compared with the case where the predetermined friction engagement element is returned to the engagement state.

According to the fifth aspect of the present invention, the return control is performed when the start of the host vehicle is predicted when the host vehicle is stopped following the stop of the preceding vehicle by the tracking travel control. By returning the predetermined frictional engagement element that has been reduced to a predetermined engagement degree or less by the engagement state to the engagement state, the present invention can be applied to the case where the vehicle is following the preceding vehicle by the following traveling control, and the above-described effect is effectively achieved. be able to.

It is a block diagram which shows the structure of the neutral control apparatus of the vehicle which concerns on 1st Embodiment of this invention. It is a time chart for demonstrating the 1st control at the time of the stop of the vehicle which concerns on 1st Embodiment of this invention. It is a time chart for demonstrating the 2nd control at the time of the stop of the vehicle which concerns on 1st Embodiment of this invention. It is a time chart for demonstrating the 3rd control at the time of the stop of the vehicle which concerns on 1st Embodiment of this invention. It is a time chart for demonstrating the 1st control at the time of the stop of the vehicle which concerns on 2nd Embodiment of this invention. It is a time chart for demonstrating the 2nd control at the time of the stop of the vehicle which concerns on 2nd Embodiment of this invention. It is a time chart for demonstrating the control at the time of the stop of the vehicle which concerns on 3rd Embodiment of this invention. It is a time chart for demonstrating the control at the time of the conventional vehicle stop.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing the configuration of the vehicle neutral control apparatus according to the first embodiment of the present invention. As shown in FIG. 1, a vehicle neutral control device 1 according to a first embodiment of the present invention includes an engine 11, a torque converter connected to an output shaft of the engine 11, and an output shaft of the torque converter. An automatic transmission 12 having a transmission mechanism to which power from a torque converter is input, and a brake device 13 that generates a braking force of the vehicle in response to a depression operation of a brake pedal are provided.

  The transmission mechanism of the automatic transmission 12 includes an input shaft coupled to the output shaft of the torque converter, a plurality of planetary gear sets disposed on the axis of the input shaft, and a plurality of frictional engagement elements such as clutches and brakes. And an output gear for outputting power from the speed change mechanism to a drive wheel (not shown) side.

  The automatic transmission 12 includes, but is not limited to, three planetary gear sets as a plurality of planetary gear sets, and a low clutch, a high clutch, an LR brake, a 26 brake, and an R35 brake as a plurality of friction engagement elements. The low clutch is engaged at 1st speed, 2nd speed, 3rd speed and 4th speed, the high clutch is engaged at 4th speed, 5th speed and 6th speed, and the LR brake is engaged at 1st speed and reverse speed. , 26 brakes are engaged at 2nd and 6th speeds, and R35 brakes are engaged at 3rd, 5th and reverse speeds.

  The degree of engagement of the friction engagement elements of the automatic transmission 12 is controlled from the release state to the engagement state in accordance with the hydraulic pressure supplied to the friction engagement elements. In neutral control, which will be described later, one frictional engagement element that is engaged at the time of stopping and starting in the traveling range is controlled to a predetermined engagement degree or less, and specifically, controlled to a slip state that is a first engagement degree that does not transmit torque. Is done.

  The brake device 13 is configured to generate a braking force of the vehicle by being supplied with a predetermined brake pressure in accordance with the depression operation of the brake pedal. The brake device 13 also holds the braking force of the vehicle with the brake pedal not depressed when the vehicle is stopped by brake hold control described later.

  The vehicle neutral control device 1 also includes a range sensor 21 that detects the range of the shift lever selected by the driver's operation, an accelerator pedal sensor 22 that detects the amount of depression of the accelerator pedal by the driver, and a brake pedal by the driver. A brake pedal sensor 23 that detects the amount of depression, a camera 24 that detects signal information when there is a traffic light ahead of the host vehicle, a vehicle speed sensor 25 that detects the speed of the vehicle, and the like.

  The vehicle neutral control device 1 also includes a control unit 30 that controls the engine 11, the automatic transmission 12, the brake device 13, and the like. The control unit 30 includes a range sensor 21, an accelerator pedal sensor 22, and a brake pedal sensor. 23, signals from the camera 24, the vehicle speed sensor 25, and the like are input.

  Based on these signals, the control unit 30 controls the engine 11, specifically controls the throttle valve and fuel injection valve, etc., controls the automatic transmission 12, specifically supplies the frictional engagement element. Control of hydraulic pressure, etc., control of the brake device 13, specifically control of brake pressure and the like are performed. The control unit 30 includes a microcomputer as a main part.

  In this embodiment, the control unit 30 includes the LR brake and the low clutch that are engaged at the first speed when the vehicle stops in the forward travel range, specifically, when the vehicle stops at the first speed in the forward travel range. Among these, the neutral pressure control is performed to reduce the hydraulic pressure supplied to the LR brake while maintaining the low clutch in the engaged state, thereby bringing the slip mechanism to a predetermined engagement degree or less to bring the transmission mechanism of the automatic transmission 12 into the neutral state.

  The control unit 30 also performs brake hold control that holds the brake pressure supplied to the brake device 13 while the brake pedal is not depressed when the vehicle is stopped and holds the brake force of the vehicle. The control unit 30 also performs control so as to end the brake hold control and release the braking force of the vehicle by the brake device 13 when the accelerator pedal is depressed.

  The control unit 30 receives information on traffic signals ahead of the host vehicle as external environment information around the host vehicle related to the start of the host vehicle, and the control unit 30 determines the host vehicle based on the information on traffic signals ahead of the host vehicle. It is determined whether or not the start of the vehicle can be predicted, and when it is determined that the start of the host vehicle can be predicted, the start of the host vehicle can be predicted based on information on a traffic light ahead of the host vehicle. It can be done.

  The control unit 30 determines that the start of the host vehicle can be predicted when the traffic light ahead of the host vehicle is a red signal when the vehicle is stopped, and starts the host vehicle when the traffic signal ahead of the host vehicle is a green signal when the vehicle is stopped. Is predicted to be impossible, and the host vehicle is predicted to start when the traffic light in front of the host vehicle changes from a red signal to a green signal when the vehicle stops.

  The control unit 30 also performs a return control for returning the LR brake to the engaged state by increasing the hydraulic pressure supplied to the LR brake that has been brought into the slip state by the neutral control when the start of the host vehicle is predicted when the vehicle stops in the forward travel range. I do.

  FIG. 2 is a time chart for explaining the first control when the vehicle according to the first embodiment of the present invention is stopped. In FIG. 2, the LR brake is shown as a start engagement predetermined friction engagement element, and information on a traffic light in front of the host vehicle is shown as start related external environment information.

  As shown in FIG. 2, when the traffic light in front of the host vehicle is a red signal, the control unit 30 operates the brake pedal while the accelerator pedal is not depressed during traveling in the forward traveling range, and at time t11. When the vehicle speed becomes zero and the vehicle stops in the forward travel range, neutral control is performed in which the hydraulic pressure supplied to the LR brake is reduced to change from the engaged state to the slipped state so that the transmission mechanism of the automatic transmission 12 is in the neutral state.

  Next, when the brake pedal depressing operation is performed at time t12, brake hold control is performed to maintain the brake force of the vehicle by holding the brake pressure supplied to the brake device 13 when the brake pedal is not depressed after stopping. .

  When the traffic light ahead of the host vehicle changes from a red signal to a green signal at time t13, the start of the host vehicle is predicted, and the hydraulic pressure supplied to the LR brake put into the slip state by the neutral control is increased and the LR brake is engaged. Perform return control to return to

  After that, when the accelerator pedal is depressed at time t14 and the vehicle starts, control is performed so that the brake hold control is finished, the brake pressure supplied to the brake device 13 is discharged, and the brake force by the brake device 13 is released. To do. At this time, since the LR brake that has been brought into the slip state by the neutral control is returned to the engaged state, the neutral control is performed as compared with the case where the LR brake is returned to the engaged state when the accelerator pedal is depressed. While maintaining as much as possible, it is possible to start with good responsiveness when the accelerator pedal is depressed.

  FIG. 3 is a time chart for explaining the second control when the vehicle according to the first embodiment of the present invention is stopped. As shown in FIG. 3, when the traffic light in front of the host vehicle is a green signal, the control unit 30 operates the brake pedal while the accelerator pedal is not depressed during traveling in the forward traveling range, and the vehicle speed at time t21. When the vehicle becomes zero and the vehicle stops in the forward travel range, neutral control is performed to reduce the hydraulic pressure supplied to the LR brake to the slip state from the engaged state to bring the transmission mechanism of the automatic transmission 12 into the neutral state.

  Next, when the brake pedal depressing operation is performed at time t22, the brake hold control is performed to maintain the brake force of the vehicle by holding the brake pressure supplied to the brake device 13 when the brake pedal is not depressed when the vehicle is stopped. At the same time, return control is performed to increase the hydraulic pressure supplied to the LR brake that has been brought into the slip state by the neutral control and to return the LR brake to the engaged state.

  The control unit 30 determines that it is impossible to predict the start of the host vehicle when the traffic light in front of the host vehicle is a green signal when the vehicle stops in the forward travel range, and is neutral when the brake pedal depressing operation is performed. Return control is performed to return the LR brake, which has been slipped by control, to the engaged state.

  After that, when the accelerator pedal is depressed at time t23 to start the vehicle, the brake hold control is finished and the braking force by the brake device 13 is released. At this time, since the LR brake that has been brought into the slip state by the neutral control is returned to the engaged state, the accelerator pedal of the accelerator pedal is compared with the case where the LR brake is returned to the engaged state when the accelerator pedal is depressed. When the stepping operation is performed, the vehicle can start with good responsiveness.

  FIG. 4 is a time chart for explaining the third control when the vehicle according to the first embodiment of the present invention is stopped. As shown in FIG. 4, as in the first control, when the traffic light in front of the host vehicle is a red signal, the control unit 30 has a vehicle speed of zero at time t31 and stops in the forward travel range. Neutral control is performed in which the hydraulic pressure supplied to the LR brake is lowered to change from the engaged state to the slip state to bring the transmission mechanism of the automatic transmission 12 into the neutral state.

  Next, when the brake pedal depressing operation is performed at time t32, the brake hold control is performed to hold the brake pressure of the vehicle by holding the brake pressure supplied to the brake device 13 with the brake pedal not depressed when the vehicle is stopped. .

  When the traffic light ahead of the host vehicle changes from a red signal to a green signal at time t33, the start of the host vehicle is predicted, and the hydraulic pressure supplied to the LR brake that has been brought into the slip state by neutral control is increased and the LR brake is engaged. Perform return control to return to

  When the brake pedal is depressed at time t34 after the LR brake that has been slipped by neutral control at time t33 is controlled to return to the engaged state, the LR brake is depressed until the brake pedal depressing operation is performed. The LR brake is controlled to stop to return to the engaged state, and the LR brake is returned to the engaged state when the brake pedal depressing operation is performed at time t35.

  Thereafter, when the accelerator pedal is depressed at time t36 to start the vehicle, the brake hold control is terminated and the brake force by the brake device 13 is released. At this time, since the LR brake that has been brought into the slip state by the neutral control is returned to the engaged state, the neutral control is performed as compared with the case where the LR brake is returned to the engaged state when the accelerator pedal is depressed. While maintaining as much as possible, it is possible to start with good responsiveness when the accelerator pedal is depressed.

  In the present embodiment, the neutral control is performed by setting the LR brake as the predetermined friction engagement element that is engaged at the time of stopping and starting in the traveling range to the slip state. However, the neutral control is performed by setting the low clutch to the slip state. It may be. Further, instead of the slip state, it is possible to perform the neutral control in a release state that is not more than a predetermined fastening degree that does not transmit torque.

  As described above, in the vehicle neutral control device according to the present embodiment, when the vehicle is stopped in the travel range, the predetermined frictional engagement element that is engaged at the time of stopping and starting is set to a predetermined engagement degree or less to bring the transmission mechanism into the neutral state. In addition to neutral control, brake hold control is performed to hold the braking force when the vehicle is stopped and the brake pedal is not depressed.

  And, when the vehicle is predicted to start based on the external environment information around the host vehicle related to the start of the host vehicle at the time of stopping in the travel range, a predetermined friction engagement element that is reduced to a predetermined engagement degree or less by neutral control is provided. Performs return control to return to the engaged state.

  As a result, the predetermined frictional engagement element that is engaged at the time of start that is reduced to a predetermined engagement degree or less by the neutral control can be engaged before the start operation of the own vehicle is performed by predicting the start of the own vehicle. When brake hold control is also performed in a vehicle that performs neutral control when the vehicle stops at the vehicle, deterioration of startability can be suppressed while maintaining the effect of improving fuel efficiency by neutral control as much as possible.

  In the return control, when it is impossible to predict the start of the host vehicle based on the external environment information around the host vehicle related to the start of the host vehicle, the brake pedal depressing operation is performed when the vehicle stops in the travel range. If the predetermined frictional engagement element that has been reduced to a predetermined engagement level or less by neutral control is restored to the engaged state, the start operation of the own vehicle is performed even when the start of the own vehicle cannot be predicted. It is possible to fasten the predetermined frictional engagement element that is fastened at the time of start that has been previously set to a predetermined fastening degree or less by neutral control, and suppress deterioration in startability.

  Further, when the brake pedal is depressed when the predetermined frictional engagement element that has been reduced to the predetermined engagement degree or less by the neutral control is returned to the engaged state, the return control is performed until the brake pedal is depressurized. By stopping the return of the predetermined frictional engagement element to the engagement state and making the predetermined frictional engagement element below the predetermined engagement degree, even if the start of the host vehicle is predicted, it will not start when the brake pedal is depressed. The deterioration of the fuel consumption can be suppressed as compared with the case where the predetermined frictional engagement element is returned to the engaged state by stopping the return to the engaged state.

  In the present embodiment, the control unit 30 uses information on the traffic light in front of the host vehicle as the external environment information around the host vehicle related to the start of the host vehicle, and based on the change from the red signal to the green signal of the traffic signal in front of the host vehicle. The start of the host vehicle is predicted, but the information on the preceding vehicle ahead of the host vehicle is used to predict the start of the host vehicle based on the change from the stop of the preceding vehicle ahead of the host vehicle to the start. Good.

  In such a case, the control unit 30 determines that it is impossible to predict the start of the host vehicle when the preceding vehicle is not stopped in front of the host vehicle when the vehicle is stopped, and the preceding vehicle stops before the host vehicle when the vehicle is stopped. If it is determined that the start of the host vehicle can be predicted, and if it is determined that the start of the host vehicle can be predicted, when the preceding vehicle in front of the host vehicle changes from stop to start Predict that the vehicle will start.

  In addition, the information on the traffic light in front of the host vehicle and the information on the preceding vehicle in front of the host vehicle are used as the external environment information around the host vehicle related to the start of the host vehicle. You may make it predict the start of the own vehicle based on the change from the stop of the preceding vehicle ahead of the own vehicle to start.

  FIG. 5 is a time chart for explaining the first control when the vehicle according to the second embodiment of the present invention is stopped. The neutral control device for a vehicle according to the second embodiment has the same configuration as the neutral control device 1 for a vehicle according to the first embodiment, except that a radar is further provided.

  The vehicle neutral control device according to the second embodiment also includes an engine 11, an automatic transmission 12, and a brake device 13, and includes a range sensor 21, an accelerator pedal sensor 22, a brake pedal sensor 23, a camera 24, and a vehicle speed. The vehicle neutral control device according to the second embodiment includes a sensor 25 and the like, and further includes a radar that detects the inter-vehicle distance between the preceding vehicle ahead of the host vehicle and the host vehicle.

  Also in the vehicle neutral control device according to the second embodiment, the control unit 30 that controls the engine 11, the automatic transmission 12, the brake device 13, and the like include a range sensor 21, an accelerator pedal sensor 22, a brake pedal sensor 23, and a camera. 24, signals from the vehicle speed sensor 25 and the radar are input, and the control unit 30 performs neutral control and brake hold control, and controls to end the brake hold control when the accelerator pedal is depressed. To do.

  In the present embodiment, the control unit 30 includes information on a traffic signal in front of the host vehicle and information on a preceding vehicle in front of the host vehicle as first external environment information and second external environment information around the host vehicle related to the start of the host vehicle. Are input, and the control unit 30 can predict the start of the host vehicle based on the information on the traffic light ahead of the host vehicle and the information on the preceding vehicle ahead of the host vehicle.

  The control unit 30 predicts the start of the host vehicle when the traffic light in front of the host vehicle changes from a red signal to a green signal when the vehicle stops, and predicts the start of the host vehicle when the preceding vehicle changes from stopping to starting when the vehicle stops. To do. The control unit 30 detects that the preceding vehicle has changed from the stop to the start from the inter-vehicle distance between the preceding vehicle in front of the own vehicle and the own vehicle when the vehicle is stopped.

  The control unit 30 reduces the hydraulic pressure supplied to the LR brake when the vehicle stops in the forward travel range to a slip state that is a first engagement degree equal to or less than a predetermined engagement degree, and sets the transmission mechanism of the automatic transmission 12 to a neutral state. Take control.

  The control unit 30 also performs brake hold control for holding the brake pressure supplied to the brake device 13 and holding the brake force of the vehicle while the brake pedal is not depressed when the vehicle is stopped, and when the accelerator pedal is depressed. Control to end the brake hold control.

  The control unit 30 also performs a return control for returning the LR brake to the engaged state by increasing the hydraulic pressure supplied to the LR brake that has been brought into the slip state by the neutral control when the start of the host vehicle is predicted when the vehicle stops in the forward travel range. I do.

  In this embodiment, when the start of the host vehicle is predicted based on the change from the red signal to the green signal of the traffic light before the start of the host vehicle is predicted based on the change from the stop of the preceding vehicle to the start, the neutral The preceding vehicle is controlled in such a manner that the LR brake set to the first engagement degree by the control is set to the second engagement degree that is higher than the first engagement degree and lower than the engagement state, and the LR brake is set to the second engagement degree. When the start of the host vehicle is predicted based on the change from the stop to the start, the LR brake is controlled to return to the engaged state.

  In this embodiment, when the start of the host vehicle is predicted based on the change from the stop of the preceding vehicle to the start before the start of the host vehicle is predicted based on the change from the red signal to the green signal of the traffic light, The LR brake, which has been reduced to a predetermined engagement level or less by neutral control, is maintained at a predetermined engagement level or less, and when the start of the vehicle is predicted based on a change from a red signal to a green signal of the traffic light, the LR brake is set to the engaged state. Control to return.

  As shown in FIG. 5, when the traffic light in front of the host vehicle is a red signal and the preceding vehicle is stopped in front of the host vehicle, the control unit 30 does not depress the accelerator pedal during traveling in the forward traveling range. When the brake pedal is depressed and the vehicle speed becomes zero at time t41 and the vehicle stops in the forward travel range, the hydraulic pressure supplied to the LR brake is reduced from P41 to P42, and the slip that is the first engagement degree from the engagement state. Neutral control is performed to bring the transmission mechanism of the automatic transmission 12 into the neutral state.

  Next, when the brake pedal depressing operation is performed at time t42, the brake hold control is performed to hold the brake force of the vehicle by holding the brake pressure supplied to the brake device 13 while the brake pedal is not depressed when the vehicle is stopped. .

  Then, at time t43, before the start of the own vehicle is predicted based on the change from the stop of the preceding vehicle ahead of the own vehicle to the start, the own vehicle based on the change from the red signal to the blue signal of the traffic light in front of the own vehicle. When the start of the vehicle is predicted, the hydraulic pressure supplied to the LR brake that has been brought into the slip state having the first engagement degree by the neutral control is increased from P42 to P43 so that the LR brake is higher than the first engagement degree and the engagement state. When the start of the host vehicle is predicted based on the change from the stop of the preceding vehicle to the start at time t44 with the second engagement degree being lower and the LR brake being the second engagement degree, the LR brake is A return control is performed to increase the hydraulic pressure to be supplied from P43 to P41 and return the LR brake to the engaged state.

  Thereafter, when the accelerator pedal is depressed at time t45 and the vehicle is started, the brake hold control is terminated, the brake pressure supplied to the brake device 13 is discharged, and the brake force by the brake device 13 is released. To do. At this time, since the LR brake that has been brought into the slip state by the neutral control is returned to the engaged state, the neutral control is performed as compared with the case where the LR brake is returned to the engaged state when the accelerator pedal is depressed. While maintaining as much as possible, it is possible to start with good responsiveness when the accelerator pedal is depressed.

  FIG. 6 is a time chart for explaining the second control when the vehicle according to the second embodiment of the present invention is stopped. As shown in FIG. 6, as in the first control, when the traffic light in front of the host vehicle is a red signal and the preceding vehicle is stopped in front of the host vehicle, the control unit 30 at time t51, When the vehicle stops in the forward travel range, the hydraulic pressure supplied to the LR brake is reduced to change from the engaged state to the slip state having the first engagement degree so that the transmission mechanism of the automatic transmission 12 is in the neutral state.

  Next, when the brake pedal depressing operation is performed at time t52, brake hold control is performed to hold the brake force of the vehicle while the brake pedal is not depressed when the vehicle is stopped.

  Then, at time t53, before the start of the host vehicle is predicted based on the change from the red signal to the blue signal of the traffic light in front of the host vehicle, the host vehicle is based on the change from the stop to the start of the preceding vehicle in front of the host vehicle. When the start of the vehicle is predicted, the hydraulic pressure supplied to the LR brake that has been brought into the slip state having the first engagement degree by the neutral control is maintained, and at time t54, the traffic light changes from a red signal to a green signal at the front of the host vehicle. When the start of the host vehicle is predicted based on this, return control is performed to increase the hydraulic pressure supplied to the LR brake and return the LR brake to the engaged state.

  After that, when the accelerator pedal is depressed at time t55 to start the vehicle, the brake hold control is terminated and the braking force by the brake device 13 is released. At this time, since the LR brake that has been brought into the slip state by the neutral control is returned to the engaged state, the neutral control is performed as compared with the case where the LR brake is returned to the engaged state when the accelerator pedal is depressed. While maintaining as much as possible, it is possible to start with good responsiveness when the accelerator pedal is depressed.

  As described above, also in the vehicle neutral control device according to the present embodiment, when the vehicle is stopped in the travel range, the predetermined frictional engagement element that is engaged at the time of stopping and starting is set to a predetermined engagement degree or less to bring the speed change mechanism into the neutral state. In addition to the neutral control, the brake hold control is performed to hold the braking force when the brake pedal is not depressed after the vehicle stops.

  And, when the vehicle is predicted to start based on the external environment information around the host vehicle related to the start of the host vehicle at the time of stopping in the travel range, a predetermined friction engagement element that is reduced to a predetermined engagement degree or less by neutral control is provided. Performs return control to return to the engaged state.

  As a result, the predetermined frictional engagement element that is engaged at the time of start that is reduced to a predetermined engagement degree or less by the neutral control can be engaged before the start operation of the own vehicle is performed by predicting the start of the own vehicle. When brake hold control is also performed in a vehicle that performs neutral control when the vehicle stops at the vehicle, deterioration of startability can be suppressed while maintaining the effect of improving fuel efficiency by neutral control as much as possible.

  In addition, the return control is performed when the start of the host vehicle is predicted based on the change from the red signal to the green signal of the traffic signal before the start of the host vehicle is predicted based on the change from the stop to the start of the preceding vehicle. The predetermined frictional engagement element that is set to the first engagement degree equal to or lower than the predetermined engagement degree by the neutral control is set to the second engagement degree that is higher than the first engagement degree and lower than the engagement state. As a result, even when the start of the host vehicle is predicted based on a change from a red signal to a green signal of the traffic light, the host vehicle is not started until the start of the host vehicle is predicted based on the change from the stop of the preceding vehicle to the start. Compared to the case where the predetermined frictional engagement element is set to the second engagement degree lower than the engagement state when the vehicle is predicted to start based on the change from the red signal to the green signal of the traffic light. Thus, deterioration of fuel consumption can be suppressed.

  Furthermore, the return control is a change from the stop of the preceding vehicle to the start in a state where the start of the host vehicle is predicted based on the change from the red signal to the blue signal of the traffic light and the predetermined friction engagement element is set to the second engagement degree. When the start of the host vehicle is predicted based on this, the predetermined friction engagement element is set when the start of the host vehicle is predicted based on the change from the red signal to the green signal by returning the predetermined friction engagement element to the engagement state. It is possible to suppress the deterioration of the startability while suppressing the deterioration of the fuel consumption as compared with the case of returning to the fastening state.

  In addition, the return control is performed when the start of the host vehicle is predicted based on the change from the stop of the preceding vehicle to the start before the start of the host vehicle is predicted based on the change from the red signal to the green signal of the traffic light. The predetermined frictional engagement element is maintained below the predetermined engagement degree, and when the start of the host vehicle is predicted based on a change from a red signal to a green signal of the traffic light, the predetermined frictional engagement element is returned to the engagement state. Thereby, even when the start of the host vehicle is predicted based on the change from the stop of the preceding vehicle to the start, it is not started until the start of the host vehicle is predicted based on the change from the red signal to the green signal. When the start of the host vehicle is predicted based on the change from the stop of the preceding vehicle to the start, the deterioration of the fuel consumption can be suppressed as compared with the case where the predetermined friction engagement element is returned to the engagement state.

  FIG. 7 is a time chart for explaining the control when the vehicle according to the third embodiment of the present invention is stopped. The neutral control device for a vehicle according to the third embodiment has the same configuration as the neutral control device for a vehicle according to the first embodiment, except that the neutral control device further includes a radar and a cruise control switch.

  The vehicle neutral control device according to the third embodiment also includes an engine 11, an automatic transmission 12, and a brake device 13, and includes a range sensor 21, an accelerator pedal sensor 22, a brake pedal sensor 23, a camera 24, and a vehicle speed. The vehicle neutral control device according to the third embodiment also includes a sensor 25 and the like. The radar that detects the inter-vehicle distance between the preceding vehicle ahead of the host vehicle and the host vehicle and a preceding vehicle ahead of the host vehicle are also predetermined. And a cruise control switch for starting follow-up running control for following-up while maintaining a distance between vehicles. In the present embodiment, the camera 24 detects a preceding vehicle ahead of the host vehicle when there is a preceding vehicle ahead of the host vehicle.

  Also in the vehicle neutral control device according to the third embodiment, the control unit 30 that controls the engine 11, the automatic transmission 12, the brake device 13, and the like includes a range sensor 21, an accelerator pedal sensor 22, a brake pedal sensor 23, and a camera. 24, signals from the vehicle speed sensor 25, the radar, the cruise control switch, and the like are input, and the control unit 30 performs neutral control and brake hold control, and performs brake hold control when the accelerator pedal is depressed. Control to end.

  In the present embodiment, the control unit 30 also performs follow-up running control for keeping up with a predetermined distance between the preceding vehicle ahead of the host vehicle while the accelerator pedal and the brake pedal are not depressed, and the cruise control. The follow-up running control is started when an ON signal is input from the switch, and the follow-up running control is ended when an OFF signal is inputted from the cruise control switch. The control unit 30 also ends the follow-up running control when the vehicle stops following the stop of the preceding vehicle during the follow-up running control.

  Information on the preceding vehicle ahead of the host vehicle is input to the control unit 30 as external environment information related to the start of the host vehicle. When the preceding vehicle changes from stopping to starting at the time of stopping, the control unit 30 Predict the start of your vehicle. The control unit 30 detects that the preceding vehicle has changed from the stop to the start from the inter-vehicle distance between the preceding vehicle in front of the own vehicle and the own vehicle when the vehicle is stopped.

  The control unit 30 also performs a return control for returning the LR brake to the engaged state by increasing the hydraulic pressure supplied to the LR brake that has been brought into the slip state by the neutral control when the start of the host vehicle is predicted when the vehicle stops in the forward travel range. I do.

  As shown in FIG. 7, the control unit 30 follows the stop of the preceding vehicle when the ON signal is input from the cruise control switch and performs the follow-up running control, and the vehicle speed becomes zero at time t61. When the vehicle stops in the forward travel range, the follow-up travel control is terminated, the brake pressure that is supplied to the brake device 13 when the vehicle is stopped and the brake hold control that maintains the brake force of the vehicle is performed, and the hydraulic pressure that is supplied to the LR brake The neutral control is performed so that the transmission mechanism of the automatic transmission 12 is set to the neutral state by lowering the engagement state to the slip state.

  When the preceding vehicle ahead of the host vehicle changes from stop to start at time t62, the start of the host vehicle is predicted, and the hydraulic pressure supplied to the LR brake put into the slip state by the neutral control is increased and the LR brake is engaged. Perform return control to return to

  Thereafter, when the accelerator pedal is depressed at time t63 and the vehicle starts, control is performed so that the brake hold control is terminated and the braking force by the brake device 13 is released. At this time, since the LR brake that has been brought into the slip state by the neutral control is returned to the engaged state, the neutral control is performed as compared with the case where the LR brake is returned to the engaged state when the accelerator pedal is depressed. While maintaining as much as possible, it is possible to start with good responsiveness when the accelerator pedal is depressed.

  As described above, also in the vehicle neutral control device according to the present embodiment, when the vehicle is stopped in the travel range, the predetermined frictional engagement element that is engaged at the time of stopping and at the time of stopping is set to be equal to or less than the predetermined engagement degree so that the transmission mechanism is in the neutral state. In addition to neutral control, brake hold control is performed to hold the braking force when the vehicle is stopped and the brake pedal is not depressed.

  And, when the vehicle is predicted to start based on the external environment information around the host vehicle related to the start of the host vehicle at the time of stopping in the travel range, a predetermined friction engagement element that is reduced to a predetermined engagement degree or less by neutral control is provided. Performs return control to return to the engaged state.

  As a result, the predetermined frictional engagement element that is engaged at the time of start that is reduced to a predetermined engagement degree or less by the neutral control can be engaged before the start operation of the own vehicle is performed by predicting the start of the own vehicle. When brake hold control is also performed in a vehicle that performs neutral control when the vehicle stops at the vehicle, deterioration of startability can be suppressed while maintaining the effect of improving fuel efficiency by neutral control as much as possible.

  The return control is a predetermined friction engagement that is reduced to a predetermined engagement degree or less by the neutral control when the vehicle is predicted to start when the vehicle is stopped following the stop of the preceding vehicle by the tracking traveling control. By returning the element to the fastened state, the present invention can be applied even when the vehicle is following the preceding vehicle by the following traveling control, and the above-described effect can be effectively achieved.

  In this embodiment, information on the preceding vehicle ahead of the host vehicle is input to the control unit using a camera or radar to detect that the preceding vehicle has changed from stopping to starting. A method may be used to detect that the preceding vehicle has changed from stopping to starting.

  In the present embodiment, the automatic transmission provided in the neutral control device of the vehicle includes a torque converter and a transmission mechanism, but the present invention is also applied to a case where an automatic transmission that does not include a torque converter is used. The present invention can also be applied to a case where a continuously variable transmission or a dual clutch transmission (DCT) is used instead of the automatic transmission.

  The present invention is not limited to the illustrated embodiments, and various improvements and design changes can be made without departing from the scope of the present invention.

  As described above, according to the present invention, when brake hold control is also performed in a vehicle that performs neutral control when the vehicle is stopped in the travel range, deterioration of startability is suppressed while maintaining the fuel efficiency improvement effect by neutral control as much as possible. Therefore, it may be suitably used in the manufacturing industry of this type of vehicle.

DESCRIPTION OF SYMBOLS 1 Vehicle neutral control apparatus 11 Engine 12 Automatic transmission 13 Brake apparatus 21 Range sensor 22 Accelerator pedal sensor 23 Brake pedal sensor 24 Camera 25 Vehicle speed sensor 30 Control unit

Claims (5)

An automatic transmission having a transmission mechanism provided with a predetermined friction engagement element that is engaged when the vehicle is stopped and started in the travel range, and the transmission mechanism that reduces the predetermined friction engagement element to a predetermined engagement degree or less when the vehicle is stopped in the travel range. A neutral control device for a vehicle, comprising neutral control means for setting the vehicle in a neutral state, and brake hold control means for holding brake force when the brake pedal is not depressed when the vehicle is stopped,
Start prediction means for predicting the start of the host vehicle based on external environment information around the host vehicle related to the start of the host vehicle;
If the starting of the vehicle is predicted by the start predicting unit, Bei example and a return control means for returning to the predetermined fastening degree below has been predetermined frictional engagement element engaged by the neutral control means,
The start prediction means predicts the start of the own vehicle based on a change from a red signal to a green signal of the traffic light using information on a traffic signal ahead of the host vehicle and information on a preceding vehicle ahead of the host vehicle as the external environment information. And predicting the start of the vehicle based on the change from stopping to starting of the preceding vehicle,
The neutral control means sets the predetermined friction engagement element to a first engagement degree equal to or less than the predetermined engagement degree when the vehicle stops in the travel range,
The return control means is based on the change of the traffic signal from the red signal to the green signal before the start prediction means predicts the start of the own vehicle based on the change from the stop to the start of the preceding vehicle. When the start is predicted, the predetermined frictional engagement element that has been set to the first engagement degree by the neutral control means is set to a second engagement degree that is higher than the first engagement degree and lower than the engagement state,
The return control means, when the start of the host vehicle is predicted based on a change from the stop of the preceding vehicle to the start by the start prediction means in a state where the predetermined friction engagement element is set to the second engagement degree. Returning the predetermined frictional engagement element to the engagement state;
A neutral control device for a vehicle. The start prediction means determines whether or not the start of the host vehicle can be predicted based on the external environment information,
The return control means, when it is determined by the start prediction means that it is impossible to predict the start of the host vehicle based on the external environment information, the brake pedal depression operation is performed when the vehicle stops in the travel range. The predetermined frictional engagement element that has been reduced to the predetermined engagement degree or less by the neutral control means is returned to the engagement state.
The vehicle neutral control device according to claim 1. When the start prediction means predicts the start of the host vehicle, the return control means is configured to return a brake pedal when the predetermined friction engagement element that has been reduced to the predetermined engagement degree or less by the neutral control means is returned to an engagement state. When the stepping operation is performed, the predetermined frictional engagement element is stopped from returning to the engagement state until the brake pedal depression operation is performed, and the predetermined frictional engagement element is set to the predetermined engagement degree or less.
The neutral control device for a vehicle according to claim 1 or 2, characterized in that The start prediction means predicts the start of the own vehicle based on a change from a red signal to a green signal of the traffic light using information on a traffic signal ahead of the host vehicle and information on a preceding vehicle ahead of the host vehicle as the external environment information. And predicting the start of the vehicle based on the change from stopping to starting of the preceding vehicle,
The return control means is based on a change from the stop of the preceding vehicle to the start before the start of the own vehicle is predicted based on a change from a red signal to a green signal of the traffic light by the start prediction means. When a start is predicted, the predetermined frictional engagement element that has been reduced below the predetermined engagement degree by the neutral control means is maintained below the predetermined engagement degree, and a change from a red signal to a blue signal of the traffic light is performed by the start prediction means. When the start of the host vehicle is predicted based on the above, the predetermined frictional engagement element is returned to the engagement state.
The neutral control device for a vehicle according to any one of claims 1 to 3 , wherein the neutral control device is a vehicle. The vehicle has following traveling control means for following the vehicle while maintaining a predetermined inter-vehicle distance with respect to a preceding vehicle ahead of the host vehicle,
When the host vehicle is stopped following the stop of the preceding vehicle by the following travel control unit, the return control unit is controlled by the neutral control unit when the start of the host vehicle is predicted by the start prediction unit. Returning the predetermined frictional engagement element that is less than or equal to the predetermined engagement degree to an engagement state;
The vehicle neutral control device according to any one of claims 1 to 4 , wherein the vehicle neutral control device is provided.

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